Auxiliary air-inlet for gas-engines



R. A. GREEN.

AUXILIARY AIR INLET FOR GAS ENGINES.

APPLICATION FILED APR. 22. ms.

1,333,913. Patented Mar. 16,1920.

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RICHARD A. GREEN, OF CHICAGO, ILLINOIS.

AUXILIARY AIR-INLET EDI-t GAS-ENGIN ES.

Specification of Letters Patent. Patented Mar. 16, I920- Application filed April 22, 1918. Serial No. 230,058.

1/ b all 'tU/LOl/b it may concern:

Be it known that I, RICHARD .A. GREEN, a citizen of the United States, residing @2049 Harrison street, in the city of Chicago, county in Cook, and State of Illinois, have invented a new and useful Improvement in Auxiliary Air-Inlets for Gas-Engines, or which the following is a specification.

' My invention relates to auxiliary air in lets for that class 01"" engines in which liquid gasolene or other hydrocarbon is drawn into the explosion chamber, after having been suitably warmed and mixed with air to form an explosive mixture, and is there exploded to produce power for the propulsion of automobiles or other machinery, my invention being primarily designed for use on automobiles where it is necessary to vary the quantity of hydrocarbon and air as the speed varies or the conditions of the road change, and is designed to automatically supply just the required amount of air to produce the highest eificiency of the engine.

The special object of my said invention, is to provide an automatically operated air inlet and valve which will automatically supply just the amount-of air required to produce the most eflicient explosive mixture t the engine under all changes of speed or load.

Another obj set, is to construct an air inlet and valve without the use of springs or other parts liable to become worn, or out of workino order.

Further objects consist in making an air inlet and valve regulator which will be in expensive in construction; artistic in appear ance; convenient of installation; and adapted to the various classes of engines and the varying conditions under which they are required to be operated.

In the accompanying drawings, in which similar characters of reference refer to corresponding parts throughout the different views,

Figure 1 represents a side elevation of my improved device, shown in cross section.

- Fig. 2 represents a valve and stem in one piece.

Fig. 3 represents a valve weighted at its lower extremity.

Fig. 4: represents a valve seat with several ports instead of one central port as shown iniFig. 1. v

Inv the drawings, lrepresents a suitable conduit, substantially circular in cross section, for connecting the air manifold with the intake 0; the engine. At 2 it is extended and formed into a suitable shape for convenient attachment to the exhaust manitold, while at I it is formed into suitable shape for attaching to theintake. The brace 3 is provided to more firmly attach it to the adjoining parts and to provide the rigidity necessary to its proper construction.

At 5 I have provided said conduit 1 with a suitable valve seat substantially the full size oi the outlet end l thereof, and centrally of said valve seat 5' I have provided the port opening 6, which I have preferably shown as a single opening of size suitable for the particular engine with which it is to be used. As will be seen, I have constructed the face of the valve seat at an angle to the perpendicular, in order that the weight of-the valve may hold it securely upon the valve seat without the necessity oi springs or other undependable meansbeing required to insure the'closing of said valve opening.

I have preferably made the valve in three parts, as shown, consisting of the valve cover proper 7 having the stem 8 which fits loosely within an opening in the arm 10, and 'is held in position thereon against accidental misplacement by the nut 9. The arm 10 is pivotally mounted upon the bolt or pin 14L which passes through suitable openings in the conduit and is firmly supported in posi tion therein. By mounting the valve cover 7 loosely upon the arm 10, I have provided. it with a certain amount of lateral movement, to permit it to adjust itself to the surface of the valve seat perfectly, thereby closing said port completely, and avoiding the possibility of an opening under said cover by reason of faulty construction, or warping, or poor adjustments.

At 11, on the inner side of the elbow formed in the conduit, I have formed a reotangular ofi'set and thereby provided an air passage around the valve seat 5, as shown, to supply the engine with a limited amount of air when it is running idle, or light, witlr out operating the valve above described. As will be seen, I have made this passage substantially rectangular in cross section as this shape lends itself to the artistic appearance, and also provides a suitable opening in which to mount the upper end of the arm 10. This passage way may be made of any suitable size to admit a proper amount of air to provide the engine with the air necessary to run idle, or on light load, the port 6 remaining closed except'ng when the amount of air required exceeds the amount admitted through passage way 11.

In operation, air, suitably heated by passis thrown in, the valve port 6 remaining closed as shown to limit the quantity of air to that which can be drawn in through the passage way 11. \Vhenever the load is increased to a degree that additional air is required, the suction from the engine through the conduit 1 draws in an amount of air greater than can pass through the passage way 11, andthis suction overcomes the pressure of the valve 7 upon the valve seat and raises it suiiiciently to permit such added air as may be required. It will readily be seen that the more rapid the action of the engine, and the greaterthe suction, the higher the valve '7 will be lifted, and the greater will be the quantity of air entering through the port 6. By this construction the quantity of air thus admitted is automatically regulated. by the suction ofthe engine, being greater, or less as the suction increases or decreases, thus providing air to automatically mix with whatever quantityof gasolene is taken into the engine.

In the construction of my auxiliary air inlet, as shown, I have preferably shown the passage way l1 as of rectangular cross section. lVhile this shape readily lends itself to conform to my construction, it will be apparent that this passage way may be of any other desired form or shape, so long as it supplies the required amount of air past the valve seat and permitsair to pass through it from the end 2 to the end a thereof. I have also preferably shown the valve port 6 a single centrally round openin as this seems to be eflicient in operation. It will be apparent that the port opening centrally of the valve seat 5 may be of any other desired shape, or may consist of a number of smaller openings designated at 6, as shown in Fight, providing they be within the covered area of the valve seat, and be properly covered when the valve is closed, and permit the passage of the air through them when the valve is opened in operation.

I have preferably shown the valve as consisting of the three parts 7. 9 and 10, the part 7 being loosely mounted upon the arm 10 to permit lateral play as described, By

this construction I consider that the valvecover more readily adapts itself to the surface of the valve seat, and there is likelihood of its becoming displaced, or not covering said valveseat perfectly. may be made in a single piece, as shown at Fig. :2, and if considered too light to regulate the admission of air through the valve port 6, may be especially weighted, as shown at in Fig. 3, wherever the valve does'not appear to be suliiciently weighted for heavy work, on large engines.

I have preferably shown the valve seat 5' at an angle to the perpendicular, as I thereby increase t'he pressure of the valve against the valve seat, and this construction permits the use of a lighter valve, making it quicker acting, and 'more responsive, especially in the lighter small engines. W'hile I have shown this angleas about thirty de' grees, this angle may be made greater, or less, as required for theespecial engine With which it is to be used, or may be constructed to be adjustable for different engines with out departing from the spirit of my said invention. v

It will be seen that I have preferably constructed my said manifold stove and air passage and valve without the use of a spring or other mechanical device for re turning the valve to its sea-t, depending upon the weight of said valve to return it to its seat after each successive intake of the engine. 7 By this construction I eliminate the cost ofsuch additional means for returning said valve to its seat. and all liability of said valveto become inoperative by reason of the breakage, wear, or displacement of such parts as frequently occurs where those additional parts are employed.

In operation, the above form of manifold stove and air passagehas demonstrated that it is highly efficient, and as I have explained, is easily adjustable and adaptable to various sizes of engines, and for engines performing a wide variety of workf While I i have shown the preferable construction of my manifold stove, I do not wish to be limited to the exact details of construction and combinations herein shown, it being obvious that minor variations thereof, not involving the exercise of invention, may be made, without departing from the spirit thereof,

Having thus described. my said invention, what I claim and desire to secure by Letters Patent, is the following 1, An air regulating device for gasolene engines, comprising an air conduit, a valve seat in said conduit, an ofiset chamber in said conduit adjacent said valve seat and forming a supplemental air passage around said seat, and avalve having pivotal mounting in said chamber and adapted to normally engage said seat to close the conduit.

2. An air regulating device for gasolene engines, comprising an air conduit, a valve seat in said conduit, an offset chamber in said conduit adjacent said valve seat and forming a supplemental air passage around said seat for supplying a predetermined amount of air continuously to the engine, and a valve having pivotal mounting in said chamber and adapted to normally engage said seat to close the conduit.

3. An air regulating device for gasolene engines, comprising an air conduit, a valve 7 seat in said conduit, a rectangular offset chamber in said conduit adjacent said valve seat and forming a supplemental air' pas sage around said seat, and a valve having pivotal mounting in said chamber.

In Witness whereof I have hereunto subscribed my name this 12th day of April, 1918.

RICHARD A. GREEN.

Witnesses:

CHESTER W. Bnown', AMos J. THOMAS. 

